Locomotive-tender underframe



C. T. WESTLAKE.

LOCDMOTIVE TENDER UNDERFRAME.

APPLICATION FILED NOV. 19, 1919.

1,378,204. Patented May 17,1921.

2 SHEE HEET I.

- C. T. WESTLAKE.

LOCOMOTIVE TENDER UNDERFRAIVIE.

APPLICATION FILED NOV-19,1919.

Patented May 17, 1921 2 SHEETS-SHEET 2 A? l I HI l: H V/PLZIZL Z;%Z%

I 'v 2/ X I I E i i 4 UNITED STATES. PAT CE cnmEs r. WESTLAKE, or sr. otus, urssounr assrenon 'ro nocomorrvE TENDER 1 ram common, or $1. pours, mssouar, a conrona'rron or DELAWARE.

LocouorIvE-rmm uNn nrmE 1. 3 .6 a ofietterFstei1t. Patented May 17, 1921.

Application fllefl November 19, 1919'. Serial No. 889,149.

To allmiwmitmay comm i Be it known that I, T. WEs'r-v LAKE, a citizen of the United States,-*res1ding at St. Louis, Missouri, have invented a certain new and useful Improvement in Locomotive-Tender Underframes, of which the following is a full, clear, and exact description,'such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accom'- panying drawings, forming part of this specification.

Myinvention relates generally to loco-v motive tenders, and more particularly to the bed or underframe that supports the-tank and superstructure of the tender, the principal objects of my invention being to provide a relatively strong, rigid and substan' tial underframe; to construct the underframe in a single piece, preferably by casting, thereby simplifying manufacture and minimizing the cost of production and pro viding a construction which eliminates all joints and connections between assembled parts; to form integral with the underframe various brackets and bearings adapted to receive essential parts thatv are associatedlwith and carried by the underframe; to provide a tender underframe that is particularly designed for use in connection with six wheel certain amount of clearance between .the body bolsters of the underframe and the -wheels on the middle axles of the trucks;

to arrange and form the various parts of the underframe so as to obtain v greatest strength at the points where the greatest service stresses and strains are produced;

and, further, to construct the rear end of the I tender frame so as to resist to the-maximum degree the stresses produced by eccentric loads due to the velevated position of, the bufiing casting.

With the foregoing and other objects in view, my invention consists in certain novel features of construction and arrangement of parts, hereinafter more fully described Fig. 3 is a side elevational view ofthe underframe.

. Fig. 4 is .an enlar ed vertical section taken ap roximately ont e line 4- 4 of Fig. 1. ig. 5 is an enlarged detailsection'taken approximately on the line 5-5 of Fig. 1.

"F1 *6 is an enlarged section taken approximately on theline 6-36 of Fig. 1. Fig. 7 isanelevational'view taken lookmg 1n the direction indicated by the arrow 7 in Fig. 1.

'Fig. 8 is a cross section on the line 8-8 of Fi 7. Y

ig. 9 is a cross section taken on the line 9-9 of Fig. 6.

The underframecontemplated by my invention is formed in a single piece, preferably by casting, and as illustrated said underframe comprises the following princlpal members, to-wit-a pair of side sills 10, a front end sill 11, a rear end sill 12,,a pair of substantiall parallel longitudinally dlsposed center gir ers 13, a pair of divided or double bod bolsters 14, and a transversely dispose rail 15 located preferably at a point midway between the double body v bolsters.v

The 'side sills 10 may be of any desired cross sectional shape, although I prefer to make them of I-beam shape and with webs vertically disposed. Likewise the main bodyportions of the' center girders 13 or bolsters 14 are of I-beam sha e in cross secis, their central portions are substantially deeper than their end portions, thereby providmg an exceptionally strong construction vwhere the greatest strength is required.

Thus the end portions of the center girders or those portions lying between the inner members of the double body bolsters trucks and which arrangement requires afithOse pmtions between the double body 14 and the end sills 11 and 12 are relatively shallow and which arrangement is necessary by reason of the fact that there is less available space immediately over the six wheel truckswhich support the underframe and parts carried thereby. I I v Each divided or double body-bolster-M comprises a pair. of transversely disposed members which are substantially of .I -beam shape in cross section, and said members being spaced a sufficient distance apart to provide the necessary clearance for the wheels of the middle axles of the trucks.

(See

Fi 6.) T fiongitudinally disposed portions 17 of" I the arched members 16 provide bearings for the side bearings of the truck frames. (See stresses produced by eccentric loads due to the elevated position of this beam, the adj acent end portions of the center girders are provided with deep vertical webs 18 and with horizontally disposed top and bottomflanges 19 which gradually increase in width body bolster.

' adapted to receive toward the adjacent member of the double (See Figs. 1, 2 and 5.)

The front end sill 11 is preferably hollow and of box-shapein cross section, and formed integral therewith and with the immediately adjacent end portions of the center girders 13 is a rearwardly projecting housing 20, the greater portion of said front end sill and the center girders. The chamber or pocket 21 within this housing is open at its outer end and it is adapted to receive a drawbar (not shown) the latter being pivotally connected to the underframe by means of a pin which is seated in vertically disposed bearings 23 that are formed in the top and bottom walls of the housing 20. These drawbar connecting pin bearings are located a slight distance to the rear of the front end sill 11. (See Figs. 1 and 4.)

Formed integral with and arranged below the front portion of the drawbar pocket housing 20 is a secondary housing 24 that is provided with a horizontally disposed opening or pocket 25 that is adapted to receive the end portion of a safety bar (not shown) and which latter is connected to the housing by a pin that occupies vertically alined bearings or seats 26, the same being formed in the bottom of housing 20 and in the bottom of secondary housing 24. These pin seats or bearings are located a short distance in front of the bearings or seats 23 and preferably below the rear portion of front end sill 11.

The lower central portions of the members forming the double body bolsters 14 are con-. nected by integrally formed horizontally disposed plates 27 and secured to the central portions thereof in center bearings 28 that are adapted to receive corresponding bearings on the frames of the trucks which support the tender underframe or bed.

Formed in the upper outwardly projecting flanges of the side sills 10 adjacent to their ends are elongated openings 29 that are tank anchoring lugs, the latter being secured to the webs of the side sills in any suitable manner. (See Fig. 8.)

A locomotive tender underframe of my which is disposed below any suitable manner are I improved construction combines great strength and rigidity with minimum weight, and said underframe can be easily and cheaply produced owing to the fact that it can be readily cast in a single piece, and the elimination of joints between the parts which form said underframe entirely overcomes structural weaknesses that invariably develop where an assembled or fabricated structure is subjected to service strains and vibration.

The various parts entering into the construction of my improved underframe arearranged and formed so as to resist to a maximum degree the strains and stresses to which the underframe is subjected while in service, and by forming said underframe with divided or double body bolsters, it is particularly adaptable for use in connection with six wheel trucks.

It will be readily understood that minor changes in the size, form and construction of the various parts of my improved locomotive tender underframe can be made and substituted for those herein shown and described,

without departing from the spirit of my invention, the scope of' which is set forth in the appended claims.

I claim:

1. A locomotive tender underframe cast in a single piece and provided with integrally formed longitudinal sills, end sills, and double body bolsters.

2. A locomotive tender underframe cast in a single piece and provided with integrally formed longitudinal sills, end sills, and double body'bolsters, and side bearing members formed integral with and arranged between the members of each double body bolster.

3. A locomotive tender underframe cast in a single piece and provided with integrally formed longitudinal sills, end sills, and double body bolsters, and side bearing members formed integral with said double body bolste-rs and having their central portions raised to provide clearance for the wheels of the truck.

4. A locomotive tender underframe cast in a single piece and provided with integrally formed longitudinal sills, end sills, and double body bolsters, and arched side bearing members supported by said double body bolsters.

5. A locomotive tender underframe cast in a single piece, said underframe including double body bolsters, end sills, and a plurality of center girders having relatively deep central portions.

6. A locomotivetender underframe cast in a single piece, said underframe including double body bolsters and a plurality of center girders, the central portions of which are substantially deeper than the end porin a single piece and comprising side sills, end sills, center girders, and double body bolsters.

8. A locomotive tender underframe cast in a single piece and comprising side sills, end sills, center girders, double body bolsters, and side bearing members.

9f A locomotive tender underframe cast in a single piece and including a housing in which is formed a drawbar pocket and a safety bar pocket, said safety bar pocket and said draw-bar pocket being formed on different horizontal planes in said housing.

10. A locomotive tender underframe cast ina single piece and including a housing in which is formed a drawbar pocket and a safety bar pocket, said safety bar pocket being arranged below the forward portion of said drawbar pocket.

11. A locomotive tender underframe cast in a single piece and provided with superimposed drawbar and safety bar receiving pockets, said pockets being provided with seats adapted to receive the drawbar and safety bar connecting pins, the seats for the drawbar pin being disposed to the rear of the seats for the safety bar pin.

12. A locomotive tender underframe cast in a single piece and provided with inte- 13. A locomotive tender underframe cast in a single piece and provided with a rear end sill, a portion of which is elevated with respect to the top surface of the underframe, a pair of longitudinal center girders forming a part of the underframe, the end portions of which center girders adjacent to the rear end sill are reinforced by tapered horizontal flanges to resist stresses produced by eccentric loads due to the elevated position of said end sill.

14. A locomotive tender underframe cast in a single piece and comprising side sills,

center girders, end sills, double body bolsters, side bearing members carried by said double body bolsters, and a housing adj acent to the front end sill, which housing is provided with pockets adapted to receive a drawbar and a safety bar. In testimony whereof I- hereunto aflix my signature this 14th day of November, 1919.

CHARLES T. WESTLAKE. 

